Railway-traffic-controlling apparatus



July 9, 1929. L. v. LEWIS RAILWAY TRAFFIC CONTROLLING APPARATUS FiledApril 9, 1927 s Sheets- Sheet 1 E. s Q

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L. v. LEWIS 1.720.225

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed April 9, 1927 a Sheets-Sheet2 u'fil l ll (Ti Ki g Q R v N 5 Q m F l i r @T g l l INYENTORZ L K L ew/ s l Q-fl-W ALP. man/M July 9, 1929'. v. LEWIS RAILWAY TRAFFICCONTROLLING APPARATUS '3 Sheets-Sheet Filed April 1927 ag mvwdw Q 858.0%

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J IL Patented July 9, 1929.

llNITED STATES PATENT OFFICE.

LLOYD V. LEWIS OF EDGEXVOODBOROUGH, PENNSYLVANIA, ASSIGNOE' TO THE.UNION SWITCH &, SIGNAL COM'PANY, OF SWISSVALE,,PENNSYLVANIA, A CORPORATIUNOF PENNSYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

Application filed April 9,

My invention relates to railway traific controlling apparatus, andparticularly to apparatus of the type comprising train carried governingmeans controlled by energy received from the traclnvay. Moreparticularly my present invention relates to .apparatus suitable for useon railways using electricity for propulsion *and'over which areoperated multiple unit trains, that is, trains made up of a plurality ofcars each provided with propulsion means and which cars may be combinedin suitable numbers and operated from one 01 the cars to form a train ofany desired length.

I will describe one form of railway tr aiiic controlling apparatusembodying my invcntion, and will then point out the novel featuresthereof in claims.

In the accompanying drawings, Fig. l is a diagrammatic view illustratingone form of trackway apparatus suitable for co-oper- :at-ion with traincarried governing means embodying my invention. Figs. 2 and 3 arediagrammatic views which when placed end to end with Fig. 2 on-the leftillustrate one form of train carried governing means embodying myinvention, and adapted to cooperate with the trackway apparatusillustrated in Fig. 1. Fig. l is a bottom view of the car G of Fig. 1showing the location of receivers H and Similar reference charactersrefer to similar parts in each of the several views.

Referring first to Fig. l, the reference characters 1 and 1 designatethe track rails of a stretch of railway tnack over which trailicnorinallyimoves in the direction indicated by the arrow. These rails aredivided by means of insulated joints 2, to form a plurality ofsuccessive track sections AB, B-C, etc. A suit-able source of propulsioncurrent, which in this case is assumed to be direct current, isconnected between the rails and a propulsion conductor 15, such as atrolley or third rail. The usual impedance bonds 4 are provided adjacenteach pair of insulated joints 2 to conduct'propulsion current past thesejoints.

Each track section is provided with a trackway signal designated by thereference character S with an exponent corresponding to the location.These signals may be controlled by any suitable means forming no part ofmy present disclosure and omitted the rails of each 1927. Serial No.182,344.

from the drawing for the sake of simplicity. For present purposes it issuficient to state that each signal S is so controlled that when theassociated section is occupied, the signal indicates stop, when theassociated section is unoccupied and the section next in advance isoccupied, the signal indicates caution, and when the associated sectionand the section next in advance are both unoccupied, the signalindicates proceed. Associatedwith each signal S is a circuit controller7 which is arranged to he closed only when the signal indicates cautionor proceed. Means are also provided for supplying section withalternating train controlling current. As here shown the immediatesource of such train control lin current is transformer designated b thereference character D with an exponent correspondingto the location andhaving its secondary 5 constantly connected across the rails adjacentthe exit end of the corresponding section. The primary 6 of eachtransformer ED is supplied with alternating current from secondary 8 ofan adjacent line transformer T, over circuit controller 7 of the signalS for the section nest in advance. The primary 9 of each transformer Tconstantly supplied with alternating current from a suitable source,such as an alternator M, over line wires 3 and 3 It follows thereforethat the rails ofeach section are supplied with alternating traincontrolling cur-- rent only when the signal for the section next inadvance indicates caution or proceed.

For apurpose which will appear hereinafter, each section is furtherprovided with a reset loop designated by the reference character 12 andcomprising two conductors located in the trackway adjacent the trackrails, respectively, near the exit end of the section. Each reset loop12 is constantly supplied with alternating train controllin current fromsecondary 10 of an associate transformer E, the primary ii of which isconnected across the terminals of secondary 8 of the adjacent linetransformer T. h

It may become necessary at times to operate trains provided withgoverning means embodying my invention over rtions of track which arenot provided wit means for supplying the trackway with train controllingcurrent. For example, the portion of track to the right of point C inthe drawing constitutes what I shall term non-train control territory.,to differentiate the territory to the left of point C which I shall termpositive train control territory. At the entrance to non-train controlterritory I provide a cut-out loop 12 which is constantly supplied withalternating train convtrolling current from secondary 13 of a out loop12 will be explained in detail hereinafter.

As has been suggested the trackway apparatus illustrated in Fig. 1 issuitable for tooperation with governing means located on separate carsof multiple unit trains. In systems of this character each of the carsis provided with governing means which form a complete unit and it willtherefore be sufiicient to describe the apparatus located on a singlecar, it being understood that each of the remaining cars is providedwith similar apparatus and that any suitable number of cars may beoperated from a single car in a train of any length.

In Fig;- 1, the reference character G desig nates a car occupying thesection to the left of point A. It will be seen that this car isprovided with two receivers H and H one located at each end of the caras best shown.

in Fig. 4, and each comprising two magnet- ,izable cores 16 and 16carried in inductive relation with the two track rails 1 and 1,respectively. Each core 16 is provided with a winding 17 and each core16 carries a similar winding 17 the windings 17 and 17 of each receiverbeing connected in series in such manner that the voltages inducedthere- I in by alternating traincontrolling current which flows inopposite directions in the two track rails from a source connected withthe rails in advance of the car are additive. It will be plain thatsince each receiver is responsive to energy supplied to the track railsfrom a source located in advance of the train the receiver must-belocated in advance of the forwardaxle of the car. As shown in Fig. 1train controlling current supplied to the rails of a section to the leftof point A will energize receiver H but this current will be shuntedaway from the receiver H by the wheels and axles of the car G. If,however, the car G were turned end for end,

receiver H would be energized by the train controlling current and thiscurrent would beshunted away from receiver H By pro- Viding tworeceivers therefore, it is possible to operate the car with either endof the car as the head-end. v

Referring now to Figs. 2 and 3, I have shown the apparatus which islocated upon a car which is provided .with operating equipment by meansof which the car may be controlled from either vof two cabs locatedusually at opposite ends of the car. In multiple unit equipment of thistype, each car is usually provided with two master controllers forgoverning v the supply of motive power tothe car and with two brakevalves for controlling the air brake applying equipment.

In my invention I provide governing means which is arranged to be placedunder the control of one or the other of the two receivers H or- H*,depending upon which end of the car is operated as the head-end. Inorder to make the selection, I provide two dire tional relays K and Kwhich are controlled by plug switches Y and Y respectively, on themaster controllers which are located in the two cabs of the car. Theseplug switches are a part of the usual standard equipment for multipleunit car control. Each switch comprises a pair of normally open contactsarranged to be closed by the insertion of a plug carried by the operatorof the car, for the purpose of energizing the power control circuits'ofthe master controller into which the-plugis inserted, so that thismaster controller may be put into condition for controlling the carmotors, while all other master controllers on the train will remaininactivebecause their plug switch circuits will be open. In practlce,the operator of the car inserts his plug in the master controller at thehead end of the train prior to,

and asa part of his preparation for, starting a run, and removes it uponthe completion of his r un.

As shown in the drawing, the parts occupy the positions which theywouldassume if the carwere being operated with the receiver H at the headend. Under these conditions plug switch Y is closed and current flowsfrom a suitable source of energy such as a; battery K, through wires 20and 21, plug switch Y wires 22 and 23, contact 68 of an acknowledgingswitch L, wire 24, winding of relay K and common wire 25 back to batteryX. The function of the manually operable acknowledging switch L 'isgiexplained hereinafter and since contact 68of this switch is normallyclosed, relay K is energized by current over the circuit just traced sothat ;-the front contacts of this relay are closed.

When relay K is energized. receiver H is connected. with a main relay 11througlu amplifying apparatus which I will now describe in detail.

Twov three-element electron tubes 33 and 34 have their filamentssupplied with energy from battery X when relay K is energized, thecircuit for these filaments passing from battery X, through wires 20 and21, switch Y wires 22, 23 and 35, front contact 36 of relay K wires 37,38, 39, 40, 40 and 41, filament of tube 34, resistance 42,.filamentoftube 33, resistance 43, and common wire 25 back to battery X. The commonwire 25 is also connected through a resistance 59, with the ground. Thepurpose of resistances 42 and 43 is to adjust the filament current andalso to provide the proper neg ative bias for the grid circuits of theelectron tubes. vOne terminal of the receiver H is connected through"wire 69, and contact 32 of a manually operable cut-out switch 0 withthe common wire 25, and when relayK is energized the other terminal ofthe recciver is connected with a point on an auto transformer, orreactor 31 through wire 26, front contact 27 of relay K wires 28 and 29and a condenser 30.. Sue terminal of the auto transformer 31 isconstantly connected with the common wire 25. Under these conditionstherefore, the receiver H is connected across the primary of the autotransformer 31 and its circuit is tuned by condenser 30. The secondaryof transformer 31 is tuned by condenser 45 connected across itsterminals, and the resonant voltage at the terminals of condenser 45 isimpressed throu gh resistances 44 and ,43 across the grid to filamentcircuit of tube 33. The condensers and 45 and the transformer 31constitute a filter which is so proportioned that it excludes currentsof frequencies other than those of the train controlling current therebypreventing false operation ofthe apparatus due to stray alternatingcurrents of other frequencies. Ininultiple with the plate to filamentcircuit of tube 33 is a high impedance circuit comprising a condenser 47and a resistor 46, an intermediate. point of which is connected with thegrid of tube 34. In multiple with the plate to filament circuit of tube34 is an output circuit coniprising condensers 4'9 and and the primaryof transformer 65. Condenser 49 is connected in series with primary 48to prevent the flow of direct currentthrough this primary and also tochoke out low frequencies, and condenser 50 is shunted across theprimary 48 to tune it to the frequency of the train controlling currentand to by-pass currents of a higher frequency than the train controllingcurrent. This output circuit is therefore a filter to discriminateagainst frequencies other than those of the train controlling current.

Energy is supplied to the plate circuits of the tubes 33 and 34 from thepropulsion conductors of the railway. For this purpose I connect tworegulator tubes and 56 between the trolley or third rail collect-or andthe ,ound in a circuit which passes from the coll ector 60 through alimiting impedance 61, front contact 58 ofa relay 57, wire 62, windingof a relay 53, wire 63, regulator tubes 55 and 56 and wire 64 to ground.Each of the tubes 55 and 56 has the characteristic of maintainingconstant the voltage drop across its terminals irrespective of thecurrent through the tube, and hence this voltage is within limits,independent of the voltage between the third rail or trolley, andground. One form of device which will operate in the manner described'comprises a tube containing a relatively large cathode and a small anodein an atmosphere of neon gas and a small quantity of an alkali metal.The constant electromotive force across the terminals of tubes 55 and 56neglecting the relatively small drop across low resistance relay 53, isapplied to the plate circuits of tubes 33 and 34 through reactors 51 and52 and a front contact 54 of relay 53. The purpose of relay 53 is todiscontinue the supply of energy to the plate circuits of the amplifiertubes if the circuit through the tubes 55 and 56 should become open sothat they would fail to limit the voltage supplied to the plate circuit.-The relay 57 is constantl connected with wires 39 and 25, and this reay is therefore energized only when relay K is energized, that is, whenplug switch Y and contact 68 of switch L are closed. It will thereforebe plain that the tubes 33 and 34 are connected to form a choke coilcoupled amplifier of the usual and well known form, so that the currentsupplied to primary 48 of transformer is controlled in accordance withthe energy supplied from receiver H The secondary 66 of transformer 65has its mid-point connected with one terminal of the direct currentrelay B. and the other.

terminal of this relay is connected with the two terminals ofthesecondary 66 throng? a pair of oppositely disposed rectifiers 6 Itfollows that when the parts occupy the positions illustrated in thedrawing and when the car is receiving train controlling current from apoint in advance of the receiver H relay R is energized but that whensuch supply of t rain contro'lling current is interrupted, relay Rbecomes tie-energized. When relay R is picked up, current flows frombattery X, through wires 20 and 21,

plug switch Y wires 22, 23 and 35, front contact 36 of relay K wires 37,38, 39, 40 and 70, front contact 710i relay R, wires 72, 73 and 74,front contact 7 5 of relay K wires 76 and 77, lamp 7 8 of cab indicatorN and common wire 25 back to battery X. Lamp 78 is therefore lighted toindicate proceed.

Relay 11' controls a magnet valve V comprising-a stem 81 which connectspipe 84 with a suitable source of fluid pressure not shown in thedrawing through pipe 82 when the magnet valve is energized. When magnetvalve V is de-energized, the stem 81 moves toiits reverse position,thereby disconnectingpipe 84 from pipe 82 and connecting pipe 84 withpipe 83. Pipe 83 communicates with atmosphere through a restrictedorifice 83*. Connected with pipe 83 between the orifice 83 and valve Vis a fluid pressure operated audible signal here illustrated as awhistle 149. Pipe 84 is connected, through a restricted orifice 84bypassed by a check valve 86, with a timing reservoir 85 and a timingvalve 87.

The timing valve 87 comprises-a diaphragm 89, the underside of which issubjected to pressure in the timing reservoir 85. A valve stem isoperated by the diaphragm'89 and is biased by a spring 93, to a lowerposition in which pipe 91 is connected to pipe 92. When the timingreservoir 85 and pipe 84 are charged with fluid pressure, as when valveV is energized, diaphragm 89 moves upwardly, lifting stem 90 to closethe connection from pipe 91 to pipe 92, and connecting the stopreservoir via pipe 92 with atmosphere through pi e 88.

' he timing valve 87 controls an application valve Q comprising a piston96 provided with a restricted orifice 96 2- Valve Q control theusualautomatic brake applying apparatus on the train in such manner thatwhen the valve moves from its normal to its reverse position anautomatic application of the brakes results. One branch 91 of pine 91communicates with the lower piston chamber of valve Q lVhen pipe 91isblanked, fluid pressure admitted to the upper chamber of valve Qthrough pipe 102 passes through the orifice 96 and equalizes the fluidpressure on both sides of the piston, permitting spring 154 to hold thepiston 96 in its normal position. as shown in the drawing. When valve Qis in this position,

branch 91 of pipe 91 is blanked, but when valve Q reverses, this branch91 is connected with pipe through the port 99 in valve Q Pipe 95 isconnected at times with atmosphere through port 98 in the .rotary valveof the motormans .bpake valve, and pipe 97. The port 98 is normally opento atmosphere and is closed only when the brake valve occupies the lapposition or the handle off position. It follows that port 98 is usuallyopen in an operative brake valve as indicated in Fig. 3, and port 98 isblanked in an inoperative brake valve, as at the opposite end of the carand as shown in Fig. 2.

Associated with valve Q} is a pneumatic relay designated by thereference character P and comprising a plunger 106 controlled relay Pare closed.

One purpose, of pneumatic relay P is to cut oil" the motive power of thecar when the brakes are applied automatically, in such manner as toprevent the operator from obtaining power for forward running, but so asto not prevent him from energizing the car motors in reverse for dynamicbraking in the event of an emergency. The master control circuit of themultiple unit control system comprises a number of wires running thelength of the train, two of which must be separately energized fromthemaster controller to obtain power.

One of these wires, marked AB+- controls a circuit breaker on each car,arranged to open if its circuit is momentarily interrupted, and whenopen to close again only after a return of the master controller handleto the neutral or handle-ofi' position. This circuit breaker wire isclosed over contact 133 of relay P in both the lower and upper positionsof plunger 106, but is open at mid-stroke. Relay- P is provided with acompressible spring stop 175 adjusted to engage plunger 106 atmid-stroke. "When the brake application valve Q reverses, pipe 104isconnected through a port 101 with the source of pressure 102, and thediaphragm and plunger of P Will therefore lift as soon as this pressurebuilds up sufficiently to overcome the return spring 174, but will pausein mid-stroke with contact 133 open for a short time until the pressurehas built up sufficiently to overcome the combined pressure of spring174 and of spring stop 175 whereupon plunger 106will complete its stroketo again close contact 133. v

A second master control circuit J must be closed for forward running.When P is supplied with pressure J is opened by contact 135.The'corresponding wire J which must be closed for reverse running is notcontrolled over P When the car is o erated from the opposite end thesecon itions are reversed, and so a brake application initiated by valveQ3, of Fig. 2 operates relay P to open the circuit of wire J but notthat of J.

lt follows, therefore, that when valve Q reverses to cause an automaticbrake application, as will be described hereinaftenthe circuits AB-landJ are opened to cut off power to the car motors. After a brief intervalof time plunger 106 completes its stroke and circuit AB+ is againclosed, but circuit J remains open. The motorma'n may then move hiscontroller handle to neutral to re-energize his circuit breaker over ABF, and since J is not affected by operation of P he may then reverse hiscontroller to energize the motors in reverse for dynamic bra-king. Itshould be noted, however, that since circuit J is now open, the motormancan not operate the motors for forward running. The control of circuits2113+ and J by relay P is similar to the control of circuits AB+ and Jby relay P and will be understood without further explanation, it beingremembered that when the car is being operated with the apparatus shownon Fig. 2 at the head end, circuit J is used for forward running, andcircuit J "for reverse running.

The valve V is controlled by a circuit which is closed when relay R isenergized. This circuit may be traced from batteryX, through wires 20and 21, plug switch Y wires22, 23, and 35, front contact 36 of relay Kwires 37, 38, 39, 40and 70, front contact 71 of relay R, wires 72 and107, back contact 108 of relay 121, wire 109, back contact 110 of relay122, wire 111, winding of polarized relay 112, wires 113 and 114, frontcontact 115 of relay K wire 155, winding of magnet valve V wires 116 and117, back contact 118 of relay 122, Wire 119, back contact 120 of relay121 and common wire 25 back to battery X. When this circuit is closed,magnet valve V occupies its normal position so that fluid pressure frompipe 82 flows through valve V pipe 84 and check valve 86 to the timingreservoir 85. The timing valve 87 therefore occupies its normal positionso that pipe 91 is blanked and the stop' reservoir 94 is connected withatmosphere through pipe 88. Valve Q occupies its normal position so thatthe brakes are released and pneumatic relay P is connected withatmosphere so that all the contacts of this relay are'closed. Underthese conditions the train can proceed without re-, striction.

If, however, relay R becomes de-e'nergized,

lamp'78 is immediately extinguished and a circuit is closed for lamp 79from battery X, through wires 30 and 21, plug switch Y wires 22, 23 an35, front contact 36 of relay K wires 37, 38, 39, 40 and 70, backcontact 71 of relay R, wires 123 and 124,

back contact 125 of relay 122, wires 125,

126 and 127, front contact 128 of relay K and wires 129 and 129 throughlamp 79 to common wire 25. At the same time the opening of front contact71 of relay R interrupts the circuit just traced for valve V so thatthis valve reverses, closing the supply ipe 82, and connecting pipe 84to pipe 83. he fluid pressure with which timing reservo'ir had beencharged is then discharged through the orifice 83 to atmosphere and"through the whistle 149, thereby positively calling the attention ofthe operator to the change in trafficv conditions. If trafiic conditionsremain unchanged, and 1f the operator .lap position to close takes noaction, it follows that after the expiration of a fixed time intervalthe pressure in reservoir 85 and hence below diaphragm 89 of timingvalve 87 will be so reduced that the spring 93 will move the stem 90 toits reverse position, thereby connecting pipe 91 with pipe 92, and hencewith the empty stop reservoir 94. This connection reduces the pressurein valve Q beneathv piston 96 and the unbalanced pressure above thepiston then, moves the valve to its reverse position. Branch 91 of pipe91 is then connected with pipe and hence with atmosphere through port 98of the brake valve. The reversal of valve Q} causes an automaticapplication of the brakes which cannot be released until the operatormoves the brake valve to the port 98. When the operator closes port 98,fluid pressure from source 102 flows through port 96 in piston 96 andafter a time interval which is usually made sufficient to insure thatthe train will be brought to a stop, builds up the pressure in pipes 91,95 and 92 and in the stop reservoir 94, so that the force exerted on thelower side of piston 96 by the fluid pressure and the spring 154 exceedsthe force exerted by the fluid pressure above this piston and causesvalve Q} to be returned to its normal position. When the valve Q movedto its reverse position pneumatic relay P was reversed, and this relayis restored to its normal position when valve Q returns to normal. Ofcourse contact 133 opens for a brief interval during the restoration ofrelay P to its normal position,'but since the car is at rest when P isrestored, the motor .man s master controller will then be in the neutralposition, so that the brief opening of contact 133 will not trip thecircuit breakers. After valve Q and relay P have returned to theirnormal positions, then, the motorman may immediately operate hiscontroller mal as soon as the comparatively smallvolume of pipes 91 and91" tion of pipe 95 above check charged' and that porvalve' 173 are Ifthe operator now- The operator of the car can prevent anautomatic-application of the brakes due to de-energization of relay R ifhe takes pro or action when the necessity for such action is called tohis attentionb the lighting of lamp 79 and the blowing o whistle 149. Toprevent such an automatic application of the brakes, after relay Rbecomes de-energized to reverse valve V and before valve 87 reverses,the operator reverses the acknowledging switch L to close contact 131.Current then flows from battery X, through wires 20 and 21, plug switchwires 22, 23, and 35, front contact 36 of relay K wires 37, 38, 39, 40and 70, back contact 71 cuit includes a contact on the pneumatic relay Pand it follows that the acknowledging relay 121 can be energized only ifthe acknowledging switch L is operated prior to thereversal of'relay PAs soon as relay 121 becomes energized abranch or stick circuit isclosed for this relay from back contact 71 of relay R, wires 123 and124, back contact 125 of relay 122, through wires 125 and 140 frontcontact 141 of relay 121, wires 142 and 1 38, winding of relay 121, backto common wire 25. After relay 121 has once been picked up, therefore,it is subsequently maintained in its energized condition as long asrelay R is de-energized and relay K is energized. But relay K iscontrolled by contact 168 of the acknowledging switch L, which contactwas opened when the switchwas operated to close contact 131 to pick uprelay 121. As soon as the acknowledging relay 121 has become energized,therefore, the operator should return the acknowledging switch L to itsnormal position, therebyagain completing the circuit for relay K Due tothe slow' acting characteristics of the directional relays K and K theserelays will bridge the brief time interval during which their circuitsare opened by operation of the corresponding acknowledging switch. Whenrelay 121 is energized, an auxiliary circuit, is closed for the valve Vwhich maintains the valve in its normal position provided the speed of'the train does not exceed a predetermined value. In the form here shownthis speed control is accomplished by means of a speed responsive devicedesignated in general by the reference character U and comprising acentrifuge 143 of any suitable tyfpe geared to an axle of the car. Thecentri ugev 143 controls two contacts 144 and 145 which contacts arenormally closed but are arranged to be opened when the speed of thetrain exceeds a predetermined value. When relay 121 is energized thecontacts 144 and 145. are inserted in series with the valve V, thecomplete circuit passing from battery X, through wires 20 and 21, plugswitch Y wires 22, 23 and 35, front contact36 of relay K wires 37, 38,39, 40,

' 40 and 146, contact 144 of device U, wire 147, front contact 108 ofrelay 121, wire 109,

back contact 110 of relay 122, wire 111, polarized-relay 112, wires 113and 114, front contact 115 of relay K wire'155, winding of valve V wires116 and 117, back contact 118 of relay 122, wire 119, front contact 120of relay 121, wire 148, contact 145 of device U and common wire 25 backto battery X. It follows therefore that as long as relay 121 isenergized, valve V is held in its normal position providing the speed ofthe car does 7 not exceed that value at which the contacts of the speedresponsive device [U will open. Should the speed of the car exceed thisval ue, the circuit for valve V will remain opened, the warning whistlewill blow and the brakes will be automatically applied.

llf, however, after relay R has become deenergized and the operator hasacknowleged to permit the car to proceed at a restricted speed, relay Bshould again become energized, relay 121 will drop to establish thecircuit first traced-for valve V thereby eliminating the speedresponsive device ll from the control of this valve and restoring theapparatus to its normal condition.

When the car proceeds into non-train con trol territory, theinterruption of the supply of train controlling current to the car ofcourse results in the de-energizationof relay R. In the absence of anypreventative means this would result in an automatic application of thebrakes or restrict the train to a low speed and it is thereforedesirable to provide apparatus for permitting the operator to cut outthe train carried governing means when the car enters nontrain controlterritory. It is for this purpose that the cut-out loop 12 is providedat the entrance to the non-train control territory as described inconnection with Fig. 1. If the operator wishes to cut out as he entersnon-train control territory he operates the cut-out switch 0 while thereceiver is over- "172 is such hat the energy supplied to the receiverin accordance with the magnitudes of train control current supplied tothe trackway in train control territory by the normal track circuits orthe re-current acknowledging loops is not sufficient to operate relay Bthrough the resistor172. Operation of the switch 0 in positive traincontrol territory in an attempt to cut out the control in such territorywill, therefore result in deener ization of relay R and a consequentapplication of the brakes, though the motorman may prevent suchautomatic application by operationof switch L provided the car spec isso low that the contacts of speed responsive device U are closed. Whenthe receiver is over 'a cut-out loop 12, the ab- 1,72o,2as

normally large current in the cut-out loopsupplies suiiicient energy tothe receiver to maintain relay R in its energized condition even thoughswitch. is operated to introduce the resistor 172 in the receivercircuit. 1V hen switch 0 is operated while the receiver is over thecut-out loop, a pick-up circuit including one winding 0; of the cutoutrelay 122 is closed, current flowing from battery K, through wires and21, plug switch Y wires 22, 23 and 35, front contact 36 of relay K wires3'4", 38, 39, 40 and 70, front contact 71 of relay wires '32, 73 and 71, it out contact 75 relay K wires 76 and 150, contact 15-1 ofcut-outswiteh 0 wires 152, 152 and 153, winding 4; of relay 1,22, andcommon wire 25 hack to battery X. Relay 122 therefore picks up,extinguishing lamp T8 and opening the normal circuit first traced. forvalve V Valve V is not reversed, however, because a second circuit isclosed for this valve from battery X, through. wires 20 and 21, plugswitch 1, wires 22, 23 and 35, :tront contact 86 of relay K wires 37, 38and 156, contact 157 of an inspectors switch W, wire 158, front contact118 of relay 122, "wires 117 and 116, winding oi valve V wire 155, frontcontact 115 of relay K wires 114 and 113, winding of. polarized relay112, wire 111, front contact 110 of relay 122, and common wire 25-haclrto battery K. Valve V is thereforeenergized over this new circuit, butit should he observed that the direction of current through polarizedrelay 11' isopposite to the direction of current through this relaywhen. the normal circuit for valve V is closed. Contact 160 of relay 112which contact is normall open is therefore closed when the operator cutsout by.

energizin relay 122. 1 hen the car passes off the loop 12 relay becomesde-enep gized, hut relay 122 remains closed, as will he explainedhereinafter, and a circuit is closed for lamp of indicator 1. frombattery X, over wires 20 and 2s, plug switch Y wires 22,28 and 35, frontcontact 36 of relay K wires 37, 38, 39, 1 and T0, hack contact 'll'ofrelay R, wires 123 and 159, contact 160 of relay 112, wires 161 and 162,front contact 169 of relay K wire 11' 0, and lamp 80 through common wire25 back to battery X. lhe lighting of forms the operator that the tcarried apparatus is cut out and also that the t'ain has passed over thecut-out loop. Elie-operator therefore restor Q- to its normal posi ing aholding circuit .ior relay thereby complet- 122 which is the same as thecircui just traced for lamp 550 as far as wire 162 from which wire current flows through wire 153,-ifront contact 161 of relay K wire 165,contact of cutout switcht), wires 16? and 168, winding i; of relay andcommon wire hack to es the cut'out switch battery X. This holdingcircuit is closed only when relay R is de-energized, when relay K isenergized and. when the cut-out switch 0 occupies its normal position.Helay 122 is sufficiently slow acting to hold its front contacts closedduring the transit of contact 166 from'its open to its closed position.After the relay 122 has once been energized, therefore, it issubsequently maintained in its energized condition by virtue of theholding circuit just traced as longas relay it remains de-energized.After the apparatus has been cut out, should the car again enterpositive train control territory, the supply of train controllingcurrent to the track rails would energize relay R. thereby interruptingthe holding circuit for relay 122, allowing this relay to open, andrestoring the apparatus to its normal condition.

In describing the operation of the apparatus as a whole, I will assumethat a car equipped with the devices illustrated in Figs. 2 and 3 andwith the apparatus in thecondition there shown proceeds through thestretch of track shown in Fig. 1. In Fig. 1 signals 3-, S and S allindicate proceed. Train controlling current is therefore supplied to therails of each section of the posi-- tive train control territory. As theCar G proceeds through the stretch of track to the left of point C,relay R is energized so that lamp T8 is lighted to indicate proceed andvalve V energized so that the application ralve Q occupies its normalposition and the brakes are released. 2

1 will next assume that signal S is at stop so that the supply of traincontrolling current to the rails of section A B is interrupted. Therecurrent acknowledgment loop 12 adjacent point B is energized, however.Under these conditions when the car enters section AB, the interruptionof train controlling current de-energizes relay R, extinguishing lamp 78 and lighting lamp urthermore the de-energization of relay it willbreak the circuit for valve Wand will cause an automatic application ofthe brakes unless the operator manipulates the acknowledging switch l)to energize relay 121. 11" the operator does acknowledge, the train willbe permitted to proceed through section fa ls at a speed not exceedingthat speed at which the device ill will open contacts 1 1aand 145. Whenthe car reaches the loop 12 the alternating current in this loop willagain energize relay 3, thereby interrupting the stick" circuit forrelay 121., and allowing the latter relay to become do energized. latterthe train has passed'the Assuming that all of the parts occupy thepositions shown in Fig. 1, when the car G passes point C, the operatorshould manipulate the cut-out switch 0 to cut out his apparatus. Ifhe'does not take such action the relay R will become de-energizedwhen'the train has passed beyond the loop 12* and an automaticapplication of the brakes will result. Of course the operator couldmanipulate the acknowledging switch L to prevent this automaticapplication of the brakes. But it shouldbe remembered that the closingof relay' 121 imposes a restricted speed limit upon the car and in orderto-prevent the imposition of this speed limit the operator must cut outupon. entering nontrain control territory. If he does cut out as the carpasses over the cut out. loop 12*, the relay 122 becomes energized ashas been explained in detail hereinbefore, and the operator may thenproceed with his car with no restrictions upon his speed.

During all of the preceding explanation I have assumed that the plugswitch Y is other.

. end of the car,

closed and the car is being operated with the head-end corresponding tothe end which carries the receiver H essary to operate the car in theopposite direction, and it is sometimes desirable even to operate thecar in the same direction from the cablocated at the rear of the car.

a trailer car in a. train of two or more cars, with the train controlequipment inactive and ineffective, yet in such condition that it maybeput into operation whenever the car is to be used as a head car, merelyby the insertion of the operators plug into switch Y or Y. lVith thisexplanation in mind it should be pointedout that by the operation 1 ofthe plug switches Y and Y controlling the directional relays K and Krespec tively, relay R and the apparatus associated therewith is placedunder the control of receiver H or receiver H according as the train isroceeding in one direction or the he apparatus controlled by the re and112 is' duplicated at each and the operation of the ap plug switch Y isclosed to oplays R, 121, 122

paratus when erate the carfrom the end corresponding to receiver H' willbe manifest from the fore-' going explanation. It is suflicient here to[state that when directional ;relay K'- is energized, rela amplifier tues It is of course nec-' It is also desirable at times to operate thecar as magnet V failed to pick up,

in the handle-off position, thereby closing port98 of-this valve, andremoves the brake valve handle. He then removes the plug from his mastercontroller thereby opening plug switch Y associated with'suchcontroller. This of course de-energizes the associated directional relayK, disconnecting the receiver from the relay R and causing relay R tobecome d e-energized. The circuit for the corresponding valve V' istherefore opened and the cor'respondin valve Q is reversed to cause anautomatic application of the brakes. The sto reservoir 94 then becomescharged and a ter a time interval suflicient to insure a full servicebrake application, restores valve Q, to its normal position. This is thenormal inactive condition of the pneumatic equipment and is thecondition in which the apparatus located on the left-hand end of car(Fig: 2) is illustrated in the drawing. It is to be understood, however,that this movement of valve Q, to normal position does not release thetrain brakes, for the reason that all brake valves of the train areunder the condition s ecified, in the handle-oil position in whic allports in the rotary valve are blanked; therefore, the brake pipe willremain at reduced pressureand will not be recharged. When the operatorundertakes to start the train from the opposite end for his return trip,or from any other control position he inserts his brake valve handle inthe brake valve, and the plug in switch Y at the control position inquestion. This picks up relay K, which energizes his train controlequipment as evidenced by the lighting of cab lamp 80. When relay 122picks up (assuming contact 160 of relay 112 closed, as hereinafterdescribed) it energizes magnet V which in turn energizes the timingvalve and closes pipe 91, so that he can move his brake valve away from.the lap position without reversing Valve Q. He then may release andrecharge his brake equipment in the usual manner and proceed to theentrance of train control territor I f the operator should fail toinsert his plug, or it he should insert his plug and or if the timingvalve should fail to close port 91 and vent stop reservoir 94toatmosphere, any movement of his brake valve away from the handle-ofi'position would vopen pipe 95, and hence pipe 91, to atmosphere and causevalve Q,,to reverse to cause a reapplication of the brakes which in turnwould cause relay P to reverse to cut ofi his power; In other words theautomatic train control equipment istself-checking, so that an operatorcannot control the train from any control position unless the automaticequipment is energized and in condition to operate if .de-energized,while the similar equipment at each of the relay is energized in theopposite directions to positively reverse the armature. It follows thatwhen the apparatus is once out out, if the operator opens the plugswitch Y, the contact 160 will remain closed to the left. If now the caris again used as head car of a-train, as soon as the engineman insertshis plug in hismaster controller, his directional relay K will pick up,thereby completing the circuit for winding b of the cut-out erated. Inorder relay 122 and again placing the apparatus on the train in thecut-out condition. Of course this result will be accomplished only iftheapparatus was out out when the operator left the train. The normalcondition of'relay 112 in non-train control territory and also on allcars of the train except the head car within traincontrol territory, iswith coi1tact'160 closed, and this contact will open only on.the headcar of a train upon entering train control territory and will be closeda am when the train leaves such territory i the cut-out switch isproperly opto insure that the relays 112 on all cars of the train are intheir proper condition, each car is provided with an inspectors switchW. When the cars are assembled in atrain at the terminal, an inspectprgoes'through the train, and inserts his plug in a master. controller oneach car, observing whether ornot the lamp 80 becomes lighted. If thislamp does light it indicates that the relay 112 is energized in theproper direction to permit relay 122 to .pick up, since the lamp 80 canbe energized only when contact 160 of relay 112 is closed. If, when theinspector inserts his'plug in the master controller, the lam 80 does notlight, he operates the inspectors switch W, there- 'by' connecting wire39 with wire 153 through contact 171 of the switch. This operationenergizes relay 122. When the inspeetors switch is restored to itsoriginal position to again close contact 157, a circuit is completedthrough relay 112 and the valve over which current flows in suchdirection as to close contact 160 of relay 1121 The cut out relay 122,of course, remains in-its energized condition until the plug switch Y orY is opened. The inspector is informed .by the lighting of lamp 80 thatthe appara tus has been placed in its proper condition.

Although I have herein shown and described only one form of railwaytrailic controlling apparatus embodying my invention, it is understoodthat various changes and modifications may be made therein within thescope of the appended claims without deinvention, what with two sets ofoperating equipment, two

receivers, two-relays one associated with each such set of equipment andeach arranged to be energized only when the car is beingoperated fromthe corresponding set of e nipment, and 'governin means controlle by onesaid receiver w en one relay is energized and by the other receiver whenthe other relay is energized.

2. In combination, a railway car provided with two relays, means underthe control of the car operator for energizing one or the other ofsaid'relays, governing means on the car, two receivers on the car, andmeans controlled by said two relays for selectively connecting saidreceivers with said governing means.

3. In combination, a railway car provided with a receiver, a firstrelay, means under the control of the car operator for energizing thefirst relay, a main rela connected with the receiver only when the rstrelay. is energized, and governing means controlled by the main relay. y

4. In combination a railway car provided with a receiver, a first relay,means under the control of the ear operator for ener izjn the firstrelay, a main relayconnec wit the receiver when the first relay isenergized, and governing means controlled by the main relay and by saidfirst relay.

5. In combination a railway car provided with a receiver, a first relay,means under the control of the car operator for energizing the firstrelay, 9, main relay connected with the receiver when the first relay isenergized, a manually o'erable acknowledging switch, an acknowle gingrelay controlled by the first relay, the main relay and theacknowledging switch, and overnin means controlled by the acknowle gingre ay and by said main relay.,

6. In combinatlon, a railway car provided with a receiver a first relay,means under the control of the car operator for energizin the firstrelay, a main relay connected with the receiver when the first relay isenergized a manually operable acknowledgin swit'c an acknowledginglrelaycontrolle by the first relay, the main relay and the acknowledgingswitch, and governing means controlled jointly by said three relays.

'7. Railway trailic' controlling apparatus for multiple unit trainscomprising on' each car "two directional" relays, means efi'ective whenthe car is being operated with-one end as the head end to energize oneof the directional relays, -means effective when the car is beingoperated with the other end as the head end to energize the otherdirectional relay, a main relay, two receivers one associated 'with eachdirectional relay and each.

brakes when the main relay is deenergized,

and means for preventing such automatic application when theacknowledging relay is energized.

9. In combination, a railway car provided with a receiver, a firstrelay, means under the control of the car operator for energizing thefirst relay, a main relay connected with the receiver when the firstrelay is energized, a manually operable acknowledging switch; anacknowledging relay controlled by the first relay, the main relay andthe acknowledging switch; means on the'car for causing an automaticapplication of the brakes when the main relay is (lo-energized,- andmeans for preventing such automatic ap plication when the acknowledgingrelay is energized provided the speed of the car is below apredetermined maximum.

10. In combination, a railway car provided with a first relay, manuallyoperable means'for at times energizing the first relay, a main relay, areceiver connected with the main relay when the first relay isenergized, 'a' manually operable acknowledging switch; an acknowledgingrelay controlled by the first relay, the main relay and theacknowledging switch; a contact responsive to the speed of the car; andgoverning means controlled by the main relay, the acknowledging relayand the contact.

11. In combination, a railway car provided with a first relay, manuallyoperable means for at times energizing the first relay, a main relay, areceiver connected with the main relay when the first relay is.energized, and a cab indicator controlled by said main relay and bysaid, first relay.

12.111 combination, a -railway car provided with a first relay, meansunder'the control of the operator for at times energizing the firstrelay, a main relay, a receiver for controlling the main relay inaccordance with ener' received from the trackway when the rst relay isenergized, brake appl ingapparatus controlled by the main relhy, and acutout relay controlled in part by the first relay for at times removingthe 13. In comblnatlon, a railwaycar adapted to be operated with eitherend as the head end, two receivers located at the two ends of the car,respectively and both in inductive relation with the track rails, a mainrelay on the car, means effective when the car 1s being operated witheither end as the head end to place the main relay under the control ofthe. receiver adjacent such end of the car, and means controlled by saidrelay for governing the supply of motive power to the car. I

M. In combination, a railway car adapted to be operated with either endas the head end, two receivers located atthe two ends of the car,respectively and both in inductive relation with the track rails, a mainrelay on the car, means effective when the car is being operated witheither end as the head end to place the main relay under the control ofthe receiver adjacent such end or" the car, and means controlled by themain relay for at times preventing forward but not backward moves of thecar.

15. In combination, a railway car comprising a normally energized devicearranged to become de-energized under unsafe traific conditions, andmeans operating to prevent the supply of motive power to the car forforward moves but not for backward moves when said device is de-energized.

16. In combination, on an electric railway, a car provided with a relay,9. receiver for controlling the rela in accordance with energy receivedfrom t e trackway, an amplifier interposed between the receiver and therelay and means for supplying said amplifier with energy from therailway propulsion conductors; 1

17, In combination on an electric railway,

a car provided with a main relay, a receiver for controlling the rela inaccordance with energy received from t e trackway an electron tubeamplifier interposed between the receiver and the relay, and means forsupplying the plate circuit of-said electron tube 'withenergy from thepropulsion'conductors of the railway.

18. In combination on an electric railway, a car provided with a mainrelay, a receiver for controlling the relay in accordance with energyreceived from the trackway, an electron tube amplifier interposedbetween the receiver and the relay, a device connected with thepropulsion conductors of the railway and having the characteristic ofmaintaining constant the electromotive force across its terminals, andmeansfor applying the electromotive force across the terminals ofsaiddevice to the plate circuit of the vacuum tube amplifier. Y

19. In combination on an electric railway, a car provided with a mainrelay, 3. receiver for controlling the relay in accordance with.

vacuum tube amplifier, and means for autotron tube having its matica-llydisconnecting the device from the plate circuit when the current throughthe device is below a predetermined value.

20. In combination 011-2111 electric railway, a car provided with areceiver responsive to energy received from the trackway, an elecgridcircuit supplied with energy by the receiver, a source of energy forsupplying current to the filament of said tube, the plate circuit of thetube when the electromotive force of said source is above predeterminedvalue, and a relay controlled by the plate circuitof the tube. 21. Incombination, a railway train provided with brake applying apparatus, apluralit of brake valves, a single brake valve han le capable of usewith any one of said brake valves to control said apparatus, a

plurality of automatic means for controlling saidapparatus oneassociated with each said valve, means associated with each automaticmeans for rendering such means ineffective to control the brakes, andmeans for actuating said apparatus when any one of said valves isoperated by such handle unless the associated automatic means is in itseffective condition.

22. In combination, arailway train provided with air brakes, a pluralityof brake valves each normally occu ying its handleoff positioneachcapable oi movement away from its handle-oft position to controlsald brakes, a plurality of normally ineffective automatic means oneassociated with each said 'valve, means for rendering any one of saidautomatic means effective to control said brakes in accordance withtrafiic conditions, and means effective if any said valve is moved awayfrom its handle-off position to apply the brakes if the correspondingautomatic means is in its ineffective condition.

23. In combination, a railway train provided with air brakes, automaticmeansnormally ineffective to control said brakes, manually operablemeans .for rendering said automatic means effective to control thebrakes in accordance with traflic conditions, andother manuallv operablemeans effective when and only w len the automatic means means forsupplying energy to is in its effective condition to control saidbrakes. Y

24. In combination, a railway train provided with air brakes, valveseach normally occupying a handle-off position and capable of movementaway from such handle-off position to control said brakes, a pluralityof automatic meansone a plurality of brake associated with each brakevalve for controlling said brakes in accordance with traffic conditions,and means for causing any one of such' automatic means to apply thebrakes and to subsequently assume an ineffective condition provided theassociated brake valve is in its handle-off position.

25. In combination, a railway train provided with air brakes, aplurality of brake valves each normally occupying a handle-off positionand capable of movement away from such handle-off )osition to controlsaid brakes, a plurality of automatic means one associated with eachbrake valve for controllingsaid brakes in accordancewith trafficconditions, manually operable means for apply the brakes, and means forsubsequently rendering such automatic means ineflective provided theassociated brake valve is in the handle-off position. v

26. In combination, a railway train provided with air brakes, aplurality of brake causing any one of, such automatic means to valveseach normally occupying a handle-off position, a single brake valvehandle capable of use with any one of said valves tocontrol said brakes,a plurality of application valves one associated with each said brakevalve and each having a normal and a reverse position and operating inthe reverse position to apply the brakes on the train, manually operablemeans for reversing any one of such application valves, and meanseffective upon the expiration of a time interval after such reversal torestore the application valve to its normaliposition providedtheassociated brake valve occupies .its handleofl position.

27. In combination, a. railway train provided with brake applyingapparatus, a plurality of sets ofautomatlc equipment, a

. the brake applying apparatus in accordance with trafiic conditions,and means controlled by each device for applying the brakes if thedevice is moved away from such ineffective position unless theassociated set is in its efi'ective condition.

In testimony whereof I afiix my signature.

LLOYD V. LEWIS.

